Cessna 1971 Super Skymaster Owner's Manual page 21

BEFORE LANDING.
In view of the relatively low drag of the extended landing gear and the
high allowable gear-down speed (160 MPH), the landing gear should be
extended before entering the traffic pattern. This practice will allow
more time to confirm that the landing gear is down and locked.
Landing gear extension can be detected by illumination of the gear
down indicator light (green), absence of a gear warning horn with either
throttle retarded below 12 inches of manifold pressure and visual inspec­
tion of the main gear position. Automatic return of the landing gear
handle to the neutral position indicates positive gear door closure. Should
the gear indicator light fail to illuminate, the light should be checked for a
burned-out bulb by pushing to test. A burned-out bulb can be replaced in
flight with the bulb from the compass light or the landing gear up (amber)
indicator light.
LANDINGS.
Landings should
be
made on the main wheels first to reduce the land­
ing speed and subsequent need for braking in the landing roll. The nose
wheel is lowered to the runway after the speed has diminished to avoid
unnecessary nose gear load. This procedure is especially important in
rough field landings.
SHORT FIELD LANDING.
For short field landings, make a power approach at 94 MPH with full
flaps. After all approach obstacles are cleared, progressively reduce
power. Maintain 94 MPH approach speed by lowering the nose of the air­
plane. Touchdown should be made with the throttles closed and on the
main wheels first. Immediately after touchdown, lower the nose gear and
apply heavy braking as required. For maximum brake effectiveness after
all three wheels are on the ground, retract the flaps, hold full nose up
elevator and apply maximum possible brake pressure without sliding the
tires.
At light operating weights, during ground roll with full flaps, hold the
eontrol wheel full back to insure maximum weight on the main wheels for
braking. Under these conditions, full down elevator (control wheel full
forward) could raise the main wheels off the ground.
BALKED LANDING (GO-AROUND CLIMB).
In a balked landing (go-around) Climb, the wing flap setting should
be
reduced
to
1/3 immediately after full power is applied. After all ob­
stacles are cleared and a safe altitude and airspeed are obtained, the
wing naps should be retracted. Retraction of the landing gear is not
recommended if another landing approach is to be conducted.
COLD WEATHER OPERATION.
The starting procedure is normal; the front engine should
be
started
first since
it
is closer to the battery. Starting can be expedited by switch­
ing
the auxiliary fuel pumps to "HI" position and advanCing the throttle for
a fuel flow of 50 to 60 lbs/hr for 3 to 6 seconds.
The use of an external pre-heater and an external power source is
recommended whenever possible to reduce wear and abuse to the engines
and the electrical system. Pre-heat will thaw the oil trapped in the oil
coolers, which may be partially congealed prior to starting in extremely
cold temperatures. When using an external power source, the master
Iwitch should be turned on. Refer to Section VII, paragraph GROUND
SERVICE PLUG RECEPTACLE, for operating details.
For quick, smooth engine starts in zero degree temperatures, use
IIx strokes of the manual primers before cranking, with an additional
one or two strokes as the engines start.
In
colder temperatures, use
additional priming before cranking.
In very cold weather, no oil temperature indication need be apparent
before take-off. After a suitable warm-up period (2 to 5 minutes at 1000
RPM), with cylinder head temperatures showing above 200°F, the engines
are
ready for take-off if they accelerate smoothly and the oil pressure is
normal and steady.
During let-down, observe engine temperatures closely and carry
luff1clent power to maintain them in the recommended operating range.
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